Railway-signal apparatus.



No. 823,179. PATENTED JUNE 12, 1906.. J. W. LATTA.

RAILWAY SIGNAL APPARATUS.

APPLIOATION FILED MAR. 14, 1906.

2 SHEETS-SHEET 1.

FAT- V! WITNESS K No. 823,179. PATENTED JUNE 12, 1906.

J. w. LATTA.

RAILWAY SIGNAL APPARATUS.

APPLIOATION FILED MAR. 14. 1906.

' 2 SHEETS-SHEET 2.

WITNESSES.-

PATENT OFFICE.

JOSHUA W. LATTA, OF BUFORD; WYOMING.

RAILWAY SIGNAL APPARATUS.

Specification. of Letters Patent.

Patented June 12,1906.

Application filed Hamill-4,1906. S'erialNo. 306.055;

To aZZ whom it may concern.-

Be it known that I, JOSHUA W. LArrTA, a citizen of the United. States, residing at Bu.- ford, in the county of Laramie and State of Wyoming, have invented new and useful I-mprovements in Railway Signal Apparatus, of which the following is a specification.

. My invention pertains to railway signal: ap-

paratus, and it contemplates the provision of an apparatus calculatedto preclude the possibility of two trains moving in the same direction or in opposite directions on a single track approaching close to each other without the engineer of one or both being apprised of the proximity of the other and the danger attendant thereon.

The invention will: be fully understood from the following description and claims when the same are considered in connection with the accompanying drawings, forming part of this specification, in which Figure 1 is a plan: view of so much of a railway as is-necessary to show the arrangement of the track mechanism comprised in my improvements. Fig. 2: is an. enlarged detail plan view illustrating one of the plurality of devices comprised in the said track mechanism. Fig. 3 is a transverse section takenthrough the said device and illustrating a locomotive in front elevation on the track, the said locomotive being equipped with devices for cooperating with the track devices in the manner hereinafter described in detail. Fig. 4 is a side elevation illustrating the track device and a locomotive equipped with my improvements. Fig. 5 is a detail view illustrating one of the antifrictionwire-supports employed in the track mechanism on straight stretches of tracln Fig. 6 is a similar view of one of the antifrictionwire-supports designed for use on curved portions of the track. Fig. 6 is a detail view illustrating the arrangement of the devices 0 and D at one side of the locomotive.

Similar letters andnumerals designate corresponding parts in all of the views of the drawings, referring to which- A is a railway-track, and B is a locomotive arranged to travel on the track in the ordinary well-known manner.

The locomotive B is of the ordinary or any other approved general construction; but in accordance with my invention it is provided with devices C, D, and E. (Shown in Figs. 3 and 4.) The devices 0 and D are arranged at one side of the front part of the locomotive and respectively comprise an: upright rock-shaft a, having a lateral lug 1) adjacent to i-ts upper end and alsohaving a lateral arm 0 at an intermediate point in its-height, a lateral arm! fixed to and extending outward from the lower end of the shaft 0,, and a horizontally-swinging arm 6, pivoted on the upper end: of the shaft cu and having a depending stud f arranged to be engagedv by the lug 6 of the shaft when the lower armis swung rearward and to remain idle when said lower arm is swungforward. The lower arm of the device G is lettered d and that of the device Disletteredid. The arms 0 of the twoshafts a are connected by coiled springs g. to a central lug h, and hence it will be observed that the arms d (1 will: be yieldingly retained in and will be returned. to the normal positions illustrated. Connected by wires i to the arms 6 on shafts a are bells j, located in the locomotive-cab, and hence it will be seen that when either of the arms (1 d is moved rearward and the arm 6, complementary thereto, is swung forward. the bell y', connected with said arm 6, will be sounded to apprise the locomotive-engineer of the fact that the particular arm d or d has been actuated. The devices 0 and D have to do with signaling to the engineer the proximity of another train on the track, while the device E has for its purpose to set signals for other trains, as will, be presently described in detail. The

said device E preferably comprises a shaft m,

having a crank it at one end and an arm 29 at its opposite end and an antifriction-roller r, mounted on the crank n and adapted to set the signals,as presently pointed out in detail. An abutment s, disposed back of the crank n, prevents the crank from moving, rearwardly beyond its working position, while a rod t, connected to the arm 1), enables the engineer to raise the crank whenever it is desired for the device E to pass a track device without engaging the latter.

At intervals of, say, one-half mile along one side of the track are arranged devices F,

G, and H, while at similar intervals along the other side of the track and preferably at jpIoints midway between the devices F, G, and

' are arranged devices I, J, and K; but three devices are shown at one side of the track and three at the opposite side thereof. I desire it understood, however, that the devices on opposite sides of the track will be placed at intervals throughout the length of the track. The devices F, G, and H are disposed differently from the devices I, J, and K, Fig. 1; but otherwise the said devices are similar in construction. For this reason a detailed description of the device F (shown in Fig. 2) will suffice to impart a definite understanding of all of the devices. The said device F comprises a transverse rock-shaft 1, resting below the track and having a tappetarm 1 at one end and an arm 2 at its opposite end and also having on arm 3 at an intermediate point of its length a fixed block 4, having a notch 5 in its upper side, a slide 6, movable endwise on the block 4, a tappet-lever 7, fulcrumed at an intermediate point of its length in said slide and having its lower arm disposed in the notch of the fixed block 4, whereby it will be seen that when the slide is moved toward the left the upper arm of the lever will drop, while when the slide is moved in the opposite direction the upper arm of the lever will be raised, a transverse rock-shaft 8, having an arm 9 connected by a cable 10 with the slide 6 and also having an arm 11, a fixed guide-block 12, a rod 13 guided in said block 12 and connected to the arm 3 of shaft 1, a coiled spring 14, surrounding the rod 13 and interposed between a shoulder thereon and the rear side of the block 12, a horizontallyswinging lever 14, a gravitating catch 15, fulcrumed in the block 12 and arranged to hold the rod 13 when the same is moved for ward, a cable 16, connecting one arm of the lever 14 and the catch 15, a horizontal rockshaft 17, arranged in advance of the lever 14 and bearing a drum 18 and an arm 19, a cable 20, connecting the arm 2 of shaft 1 and the outer arm of lever 14, a cable 21, connecting said arm of lever 14 and the drum 18, and a gom cable 22, connecting the arm 11 of rock-shaft 8 and the drum 18.

It will be readily apparent from the forethat when the arm 19 is swung forwar ly or toward the left in Fig. 2 by the antifriction-roller r of the device E on the 10- comotive moving toward the left the rock shaft 1 will be turned in the direction indicated by arrow to raise tappet-arm 1 and the rod 13 will be moved endwise in the same direction against the action of spring 14 and will be held in its forward position by the catch 15, this to retain the tappet-arm 1 in its raised position for a certain period to serve a purpose presently set forth. It will also be apparent that when the inner arm of the lever 14 is moved in the direction indicated by arrow in Fig. 2 by means presently described the catch 15 will be lifted out of en gagement with the rod 13, when the spring 14 will expand and move the rod 13 in the direction opposite to that indicated by arrow and in that way return the tappet-arm 1 to its normal position shown. It will further be noted that rocking of the shaft 17 in the direction indicated by arrow in Fig. 2 serves through the cable 22 to rock the shaft 8 and draw the slide 6 in the direction indicated by arrow in Fig. 2.

A cable 23 is connected to and extends forwardly from the inner arm of the lever 14, while a cable 23 is connected to and extends rearwardly from the slide 6.

By reference'to Fig. 1 it will be observed that the slide 6 of the device H is connected by wire or other suitable cable 23 to the inner arm of the lever 14, comprised in the third track device in the rear or at the right of the device 11-4. 6., the device F. This connection of the track devices in thirds is reserved throughout the length of the trac at one side thereof, and it is also preserved at the opposite side of the track throughout the length thereof, the slide 6 of each track device at the latter side, however, being connected by wire or other cable 23 to the inner arm of the lever 14, comprised in the third track device at the left, which is toward the rear with reference to a train traveling on the track toward the right.

With a view of supporting the wire or other cables 23 on straight stretches of track and assuring the easy movement of said cables I provide supports L, such as shown in Fig. 5. Said supports L respectively comprise a body 30, having a threaded shank 31, designed to be screwed into a sleeper or tie and wheels 32, carried by the body and designed to bear the cables, as shown; On curved portions of the track I prefer to use cable-supports, such as shown in Fig. 6, these supports respectively comprising a body 30-, having a threaded shank 31 and horizontal grooved wheels 32, mounted on the body.

I When desired, certain portions of the track devices may be boxed or incased in order to exclude snow. Such cases or boxes, how ever, form no part of my invention, and I have therefore deemed it unnecessary to show the same.

If it be assumed that the track devices of my improvements are one-half mile apart, the operation of the apparatus is as follows: When a locomotive is traveling toward the left of Fig. 1, its antifriction-roller 1 engages the arm 19 of device F, and therebyraises or sets the tappet-arm 1 of said device F for the following locomotive and at the same time raises the tappet-lever 7 of the device H for a locomotive approaching in the opposite direction. When'the locomotive reaches the device G, it raises or sets the tappet-arm 1 and also raises the tappet-lever 7 of the device (not shown) in advance of the device H. When the locomotive reaches the device H, it rasies the tappet-arm 1 thereof, effects downward movement of the tappet-arm 1 of device F, raises the tappet-lever 7 of the third device in advance of the device H and closes or depresses the tappet-lever 7 adjacent to said device H. From this it follows there will always be two tappet-arms 1 raised in rear of the locomotive and two tappet-levers 7 raised in front of the same. A train traveling toward the right in Fig. 1 Works its complement of devices I, J, and K in the same manner as the train traveling toward the left works the devices F, G, and H. In the event of a locomotive equipped with my improvements following the locomotive mentioned in the foregoing too closely it will be seen that the arm (1 of the locomotive device C will be engaged by the standing tappet-arm 1 and hence the bell j at the right of thelocomotivecab will be sounded, so as to apprise the engineer that the train he is following is less than a mile in front of him. When two trains are approaching each other on the same track, the arm d of the locomotive device D is engaged by a tappet-lever 7, set by the other locomotive, and hence the bell j, complementary to the said arm d, is rung to apprise the engineer of the danger.

The arm (1 of the locomotive device D is higher than the arm (1 of device C, and the tappet-arms 1 of the track devices are longer or higher than the tappet-levers 7 and are placed at a greater distance from the track, as shown, for obvious reasons.

It will be gathered from the foregoing that my improvements are simple and well adapted to withstand the roughusage to which railway signal apparatus is ordinarily subjected, also that the apparatus may be depended on to notify the engineer of a moving train of the proximity of another train no matter whether the latter is moving in the same direction as the former or in the opposite direction.

I have entered into a detailed description of the construction and relative arrangement of the parts embraced in the present and preferred embodiment of my invention in order to impart a full, clear, and exact understanding of the said embodiment. I do not desire however, to be understood as confining myself to the said specific construction and relative arrangement of parts, as such changes or modifications may be made in practice as fairly fall within the scope of my invention as claimed.

Having described my invention, what 1 claim, and desire to secure by Letters Patent, is

1. In a railway signal apparatus, the combination of a track, a vehicle, track devices arranged at intervals along the track and connected together; said devices respectively comprising a rock-shaft bearing an operating-arm, a guide-block, a rod movable in the guide-block and connected to the rock-shaft, a spring for moving the rod in one direction, a gravitating catch for holding said rod against movement in said direction, and a tappet connected with the rock-shaft, a device on the vehicle for engaging the operating-arms of the track devices, another device on the vehicle arranged to be engaged by one direction, a gravitating catch for holding i said rod against movement in said direction, a tappet connected with the rock-shaft, and a lever having one arm connected with the tappet andits other arm connected with the gravitating catch, a device on the vehicle for engaging the operating-arms of the trackdevices, another device on the vehicle arranged to be engaged by the tappets of the track devices, and a signal arranged to be actuated by the latter device onthe vehicle.

3. In a railway signal apparatus, the combination of a track, a vehicle, track devices arranged at intervals along the track and connected together; said devices respectively comprising a rock-shaft bearing an operating-arm, a guide-block, a rod movable in the guide-'block'and connected to the rock-shaft, a spring for moving the rod in one direction, a gravitating catch for holding said rod against movement in said direction, tappets connected with the rock-shaft, a lever having one arm connected with one tappet and its other arm connected with the gravitating catch, and a slide movable with the other tappet, a device on the vehicle for engaging the operating-arms of the track devices, other devices on the vehicle arranged to be engaged by the tappets of the track devices.

4. In a railway signal apparatus, the combination of a track, and a track device comprising a rock-shaft, bearing an operatingarm, a guide-block, a rod movable in the guide-block and connected to the rock-shaft, a spring for moving the rod in one direction, a gravitating catch for holding said rod against movement in said direction, and one or more tappets connected with the rockshaft.

5. In a railway signal apparatus, the combination of a track, and a track device comprising a rock-shaft, bearing an operatingarm, a guide-block, a rod movable in the guide-block and connected to the rock-shaft, a spring for moving the rod in one direction, a gravitating catch for holding said rod against movement in said direction, one or more tappets connected with the rock-shaft, and a lever having one arm connected with the tappet and its other arm connected with the gravitating catch and adapted to be connected with the next track device.

6. In a railway signal apparatus, the com- I one arm connected with one tappet and its bination of a track, and a track device comprising a rock-shaft, bearing an operatingarm, a guide-block, a rod movable in the guide-blockand connected to the rock-shaft, a spring for moving the rod in one direction, a gravitating catch for holding said rod against movement in said direction, tappets connected with the rock-shaft, a lever having other arm connected with the gravitating catch and adapted to be connected with the next track device, and a slide movable with the other tappet and adapted to be connected with the opposite track device.

7. The combination in a railway signal apparatus, of a vehicle, and a signal device carried by the vehicle and comprising a rockshaft bearing a lateral arm fixed thereto and also bearing a lug, a spring for retaining said shaft in and returning it to its normal posi' tion, a signal, an arm loose on the rock-shaft and having a lug arranged to be engaged by the lug on the rock-shaft, and a connection intermediate said arm and the signal..

In testimony whereof I have hereunto set my hand in presence of two subscribing witnesses.

JOSHUA W. LATTA.

Witnesses:

MIcrIAEL J. BARRY, HARRY LoUDoN BARNETT. 

